Absolute flight safety indicators. Flight safety in Russia is growing
Behind last years There have been a significant number of accidents both in the air and on the ground around the world. At the same time, as dry statistics show transport accidents, the postulate remains valid that air transport remains the most reliable type of transport available to humans. The airplane is by far the safest means of moving in space.
There are several methods for calculating mortality in the world. different types transport. The most common of them is the ratio of the number of deaths per segment of the distance traveled. The starting point is considered to be 100 million miles (160 million kilometers).
In accordance with the above methodology, the probability of mortality during an airplane flight is 0.6–0.7 people per 160 million km. Second place in terms of safety railway transport. The probability of death while traveling by train is 0.9 people per 160 million km. Finally, third place in terms of safety is occupied by automobile transport. Comprehensive statistics state that the safest mode of transport is space transport. No one died in space. Tragedies occurred either during takeoff or landing. However, space tourism is a prospect for the future, so we will look at the common and most discussed means of transportation - air transport.
For aerophobes (40% of people are afraid of flying), I would like to once again confirm that the plane is the safest form of transport, which is 100% confirmed by statistics. About 33 million flights take place around the world every year. According to calculations by ICAO (International Organization civil aviation) on average there is one accident per 1 million flights. The likelihood of dying in a regular passenger flight crash is extremely low. Even flying every day, it would take a passenger the 21st millennium to get on that ill-fated flight that would crash.
What factors influence the reliability of air transport? This is an improvement in the design of the aircraft and its systems; thorough pre-flight check of the aircraft by engineering and technical staff and the crew itself; improvement of security systems, installation of duplicating systems; change in landing tactics; crew simulator training; more thorough medical examination crew members before departure.
The question is legitimate: if the plane is reliable and safe, then why are millions of people afraid to fly?
The fact is that any plane crash attracts the attention of the media; information about the event is disseminated through photographs and videos from the scene. This contributes to the formation of a negative opinion about aviation as a dangerous form of transportation.
Below is a list of the most significant disasters that occurred in 2016.
On January 27, an MD 600 helicopter crashed in Kazakhstan. There were 5 people on board. Everyone died. According to preliminary data, the crash occurred due to a collision of a helicopter with a tree.
February 6 at Orenburg region An An-2 plane crashed. The pilots and passenger were killed.
On March 19, a Boeing 737-800 crashed during landing in Rostov-on-Don. 62 people died.
On April 29, a Eurocopter EC225 helicopter crashed in Norway. 13 people died. The cause of the disaster was a technical malfunction.
May 14 at Leningrad region The Aerospatiale AS.350 Ecureuil helicopter crashed. The pilot and passenger were killed.
On May 19, an Eqypt AirA320 plane crashed in the Mediterranean Sea. There were 66 people on board. According to the latest data, a fire was established in the place of the co-pilot from a gadget he left unattended and turned on.
July 31 at Kemerovo region An An-2 plane crashed. The 3 crew members on board died.
August 7 at Krasnodar region The Mi-2 helicopter crashed. The pilot and flight mechanic were killed.
On November 29, a LAMIA Avro RJ-85 crashed in Colombia. There were 77 people on board. 71 people died. 6 people were injured.
On December 7, a Pakistan International Airlines ATR-42-500 plane crashed in Pakistan. There were 47 people on board. Everyone died.
On December 25, a Tu-154 plane crashed in the Black Sea. There were 8 crew members and 92 passengers on board. Everyone died.
An analysis of the above events shows that the main threat to ensuring flight safety is the insufficiency of measures taken by flight command, inspection and instructor personnel to maintain the required level of professional training of aircraft flight crew members and the objectivity of conclusions when admitting flight personnel to work.
Based on the data automated system ensuring flight safety of civil aviation aircraft Russian Federation(ASOBP) in the first half of 2016, 284 incidents, 3 emergencies and 41 damage on the ground occurred with commercial civil aviation aircraft and helicopters.
Considering the nature of most accidents and catastrophes, the priority in the prevention of aviation accidents and incidents should be to reduce the influence of the human factor on the occurrence and negative development of aviation events.
According to the ICAO definition, “flight safety is a state in which the risks associated with aviation activities related to the operation of aircraft or directly supporting such operation are reduced to an acceptable level and controlled.” The annual ICAO State of Aviation Safety Report provides analysis and reports on the results achieved.
ICAO's Global Aviation Safety Plan 2017–2019 includes a strategy to maintain and improve aviation safety. The plan provides for the implementation by states of reliable and sustainable safety control systems, and the human factor is considered as the most important aspect of air traffic safety. The meaning of the term "pilot error" is not seen as the error of one individual, but in relation to the state of technology and the requirements of human performance. The plan identifies three priorities that states must work to implement.
1. Reduce the number of accidents due to controlled flight into terrain (CFIT).
2. Improving the safety of runway operations.
3. Reducing the number of aviation accidents and incidents associated with loss of control in flight.
Naturally, airlines strive to make flights safe and free from threats to human life and health, which is achieved by improving equipment and methods of its operation. The technical complexity of aircraft (modern aircraft have a set of aerodynamic characteristics approaching the limit) has resulted in a significant complication of the rules for their operation. Replacement of airline fleets with a new generation of aircraft, automation of control systems, growth in air traffic, saturation airspace place increased demands on professional activity aviation personnel, breadth of professional erudition and analytical ability when making decisions. When a special situation arises during a flight, a quick and objective analysis is needed, an adequate decision is made and its clear implementation is required.
A large degree of responsibility falls on the flight crews who closely interact during the flight, carrying out direct flight control, and ATM specialists providing air traffic management services.
Failures aviation technology, poor knowledge and skills, errors in piloting technique, physical fatigue, excessive self-confidence, and lack of attentiveness can lead to an accident. Design factors or operational rules, lack of experience in dealing with unusual situations, inaction, environmental factors, psychological or physiological factors can also be causes of accidents.
It is necessary, first of all, to proceed from the fact that pilots, like all people, can make mistakes. Fortunately, statistics show that the individuality of the pilot, the level of professional performance, and his reaction in emergency situations do not lead to a variety of recorded errors.
The basic law of human behavior is that the more often a person performed a particular action in a certain way in the past, the more likely it is to perform a similar action in the future (skill transfer). In pilot training, much of the time is spent teaching him a set of routine actions and developing the appropriate skills so that during the flight he can concentrate on coordinating entire groups of actions, rather than diverting his attention to performing relatively simple tasks.
Compared to a machine, a person does not have a “memory erase button.” When switching from one type of aircraft to another, the pilot needs a long time to eradicate old skills that are useless in a new situation and form new ones, that is, a kind of “rewriting” of neural connections. As the pilot gains experience, the range of his skills expands, but at the same time he ages, his reaction slows down, his performance, visual acuity, hearing, etc. decrease. Therefore, the relationship between the age and the effectiveness of the pilot as an operator is complex and ambiguous. A pilot with little annual flying time may be more likely to make a mistake that leads to an accident.
IN vocational training The pilot spends a lot of time practicing actions in emergency situations in which he may not actually find himself. This training involves working out the pilot’s reactions and sequence of actions until they become automatic. emergency situation. Reducing operational time is especially important in an emergency situation, given the pilot's stressful condition. The time reserve and a fairly realistic simulation of the situation give the pilot confidence.
After the incident, it becomes possible to establish the presence and approximate strength of physical (temperature, vibration, turbulence, insufficient humidity) and physiological stress (insomnia, disorders, irregular diet, exposure to alcohol, nicotine, etc.). Determining the presence of psychological stress is more difficult. A pilot has a high probability of getting into an aviation accident at a time when he is affected by some personal factors (illness of a child, quarrel with his wife, troubles at work, etc.).
The impact of stress depends on the pilot himself, on his physical training, professional qualities and characteristics of his psyche. The selection of people who can resist stress is well established when selecting astronauts. In aviation, the use of this test is in its infancy.
Accident statistics help explain the behavior of a human operator. Recording conversations between pilots or pilots and ground allows for a detailed analysis of the situation and allows one to determine the absence or presence of stress. This is supplemented by the testimony of the pilot and other eyewitnesses to the incident.
Thus, modern aviation faces, among others, two tasks: firstly, reducing the likelihood of pilot errors and, secondly, reducing the consequences of such errors.
What and what should a future pilot be taught and how to do it more effectively?
In the Multi-Crew Pilot Training Program (MPL) and the Commercial Pilot Theoretical Training Program in educational institutions civil aviation, approved by the Ministry of Transport of the Russian Federation, issues of flight safety and the prevention of aviation accidents are given great attention. The state is allocating more and more funds to the education and training of aviation personnel. Ensuring flight safety is no longer of a narrowly national nature, but is considered on an international scale.
The trial and error method used in the early days of aviation has undergone fundamental changes. Experience gained in training methods and innovations made possible by advances in technology are helping to reduce the incidence of aviation accidents. Aviation safety professionals have been well aware of the role of pilot training in preventing accidents since the pioneering flights of brothers Wilbur and Orville Wright.
In the 90s, I represented the interests of Aeroflot - Russian Airlines abroad. Airport staff came out to observe the approach, landing and takeoff of our planes. The “handwriting” of the pilots was recognizable and positively distinguished from other airlines. The professionalism of our crews was at a high level. The aircraft commander demonstrated his mastery of landing and takeoff. He PILOTED the plane. Now the situation is different. Line pilots do not fly aircraft, but perform the functions of an operator: they control systems and monitor their functioning.
The author of these lines worked during the USSR as the head of the Directorate of Educational Institutions of the Ministry of Civil Aviation. There were 26 educational institutions in charge that trained personnel for the Soviet Aeroflot: pilots, maintenance, electronics specialists, air traffic controllers, management and administrative staff, ground handling personnel, etc. Students and teachers performed first-class research work. The Ministry of Civil Aviation allocated large amounts of funds to ensure that civil aviation personnel received good education and training. The experience of education and training (retraining and advanced training) of aviation specialists has been widely used by international civil aviation. As M.K. Strickler writes, who once visited institutes and training centers, there was significant progress achieved in the USSR in the field of personnel training, thanks, among other things, to the use of new training methods. The pilot training methodology was very thoughtful, since improper training could lead to irreparable consequences.
For our part, we studied the experience of training specialists in flight schools in the USA, France, Germany, Japan, Holland and other countries, and sent crews there for training and language training.
With the collapse of the USSR, the economy collapsed, and industrial education also collapsed.
Most Russian airlines do not have any aircraft in operation Russian production. In the 90s, pilots who had extensive experience in operating the Il-62, Tu-154 and Il-86 studied with foreign instructors at aircraft manufacturers Boeing (Seattle) and Airbus (Toulouse), leading European centers.
Now the Russian economy is being revived, design bureaus and institutes are being revived, and the aviation industry is being restored. The Superjet-100 (RRJ-100) aircraft arrives at operational enterprises. The task has been set to switch to aircraft produced at Russian enterprises: Tu-204, Tu-334, Il-114, MS-21, etc.
Accordingly, major changes are also taking place in the training and education of aviation personnel. The educational institutions are equipped with new aircraft for initial training Diamond DA-40 and DA-42, Cessna -172, Eurocopter AS350 helicopters and simulators for practicing skills on the ground.
IN state system surviving: Ulyanovsk Higher Aviation School (trains pilots, dispatchers), St. Petersburg University of Civil Aviation (trains pilots, dispatchers), Moscow State Technical University of Civil Aviation (trains dispatchers), Sasovo Flight School of Civil Aviation (trains pilots), Krasnokutsk Flight School civil aviation (trains pilots), Buguruslan Flight School of Civil Aviation (trains pilots), Omsk Flight Technical College of Civil Aviation (trains Mi-8 pilots), Yakut Aviation Technical College of Civil Aviation (trains Mi-8 pilots), Krasnoyarsk Aviation Technical College (trains Mi-8 pilots), Technical College of Civil Aviation (trains air traffic controllers).
Proper training is a critical element of safe, reliable and profitable aircraft operation. The purpose of training a flight crew member is to enable him to plan a flight in advance and carry it out without incident, and to respond adequately in the event of an emergency situation.
Aircraft pilot training includes elements of training as well as assessment. The purpose of the training is to develop certain behavioral patterns among flight crew members before they begin practical piloting.
The romantic approach to flight education has given way to a focused approach that aims to teach future line pilots to effectively operate complex flight instrument systems.
The transition to new programs in educational institutions of civil aviation of the Russian Federation (Theoretical training program for a commercial pilot and the Multi-crew pilot training program (MPL)) brought the training of pilots in educational institutions to a level corresponding to the qualifications of a commercial pilot (CPL), capable of performing the functions of a second pilot. pilot.
Much progress has been made worldwide in the design and use of flight training simulators. There is a trend towards a transition to pilot training using simulators. In the future, the training aircraft will be replaced by a simulator; this step will require not only well-designed training equipment, but also the availability integrated system preparation. One thing to keep in mind is that a simulator can provide more thorough training than an airplane. The piloting skills acquired in the simulator are adequate to the skills of piloting an airplane.
In the training of flight crews, basic aviation education, which can be obtained at flight schools, is of great importance. There is a trend in the world to combine basic aviation education and general education received at a college or technical university.
I would like to hope that the Ministry of Transport of the Russian Federation will take measures to further supply new aircraft, helicopters and simulators to educational institutions for the initial training of pilots in subordinate educational institutions. It will raise the level of remuneration for instructors, engineering and technical staff of flight educational institutions to the level of remuneration for similar specialists in operating enterprises. Will finance writing and publication modern textbooks, a set of which will be issued free of charge to each cadet.
Passengers, in order to feel more confident in the sky, need to plan a flight with a reliable airline and on those types of aircraft whose reputation is impeccable.
2015 became a record year for Russian civil aviation in terms of growth in flight safety.
Despite all the skeptical forecasts and sanctions against Russia, in 2015 there was a record increase inlevel of flight safety.
Last October, a conference of the Russian Association of Aviation and Space Insurers RAAKS took place. Vladimir Kofman gave a report on flight safety. Vladimir Kofman, Chairman of the Commission for Investigation of Aircraft Accidents air transport Interstate Aviation Committee IAC.
From the diagrams presented in the report it is clear that the level of flight safety in Russia is steadily increasing, which is good news. Some kind of safety records were even set. The period covered in the report covers the period from 1957. The five-year period is taken as the basic time unit. That is, five-year periods are considered. 1957-1961, 1962-1966 and so on until our time. One of the charts clearly shows that the level of aviation accidents and disasters is constantly decreasing. The lowest accident rate was in the USSR before the collapse, that is, from 1987-1991, when aviation was still at its best, although aircraft equipment was rapidly becoming obsolete by those years. This was probably due to proven maintenance and repair schemes. There were also highly qualified personnel, both flight and technical, who went through the Soviet school of multi-stage training and career growth.
In the next decade, the level of disasters and incidents sharply almost doubled. There were also a lot of reasons for this, and there is no point in citing them here.
But what is interesting and significant is that starting from 2001, the indicators began to decline, at first slightly, but by the five-year period from 2012 the indicators reached the level of 1987-1991. And in terms of aviation accidents, the indicators of our time are even significantly lower than the last five-year period of the USSR. The statistics of our time, after the collapse of the Union, also included the statistics of the CIS countries. Aviation accidents that occurred with heavy passenger aircraft with gas turbine engines were considered.
But, good indicators only apply to aircraft from 1st to 3rd class. For those who do not remember the standard classification of aircraft adopted in Russia, let me remind you: airplanes
- 1st class from 75 tons and more
- 2nd class from 30 to 75 tons
- 3rd class from 10 to 30 tons
- 4th class up to 10 tons
- Light aircraft
- Ultralight SLAs up to 495 kg.
So, positive and optimistic statistics concern aircraft of 1-3 classes, but then the indicators begin to decline.
For class 4 aircraft, the downward trend in accident rates remains, but accident rates are already significantly worse.
I think that the reader can draw his own conclusions. 4th class aircraft are aircraft, mainly international ones, such as An-2, L-410, An-38 and others.
The statistics for helicopters are not very impressive either. There is no trend towards a decrease in the level of safety. That is, helicopters in our time are the most emergency type of aircraft. And they will remain so for now.
Indicators for accidents and disasters in GA are quite stable. If the level of disasters in 2015 (10 months) is much lower than the level of the most emergency year of 2012, then in comparison with the level of 2013 it even increased.
Although these are just statistics. And for such a complex industry as aviation and flight safety, this is very relative information. There are too many factors that affect flight safety. For example, for GA statistics do not take into account the significant increase in the fleet of aircraft of all types, a significant increase in flight time, and other factors.
At the end of the article, I would like to recall the statement that Mark Twain made immortal: “There are three types of lies: lies, damned lies and statistics.”
And for those who believe in horoscopes:
2016 promises to be accident-free for aviation,
according to astrologers.
Happy holidays to everyone and all soft landings.
I. GENERAL SAFETY INFORMATION
GENERAL AVIATION
In accordance with Article 21 of the Air Code of the Russian Federation, civil aviation that is not used for commercial air transportation and aviation work is classified as general aviation (hereinafter referred to as GA).
Despite the fact that GA was defined in the Air Code of the Russian Federation as a type of civil aviation back in 1997, the intensive growth of flights in this segment of aviation began only in 2006. Since the same year, aviation accidents with GA aircraft began to occur annually. For example, if in the period from 1997 to 2005 in civil aviation only 2 aviation accidents occurred with GA aircraft, then in the period from 2006 to 2015 there were 169 aviation accidents, including 98 disasters in which 192 people died (including including 3 people on earth).
Trends in changes in absolute flight safety indicators (the number of aviation accidents, catastrophes and people killed in them) of GA aircraft are shown in Figure 1.1.
Rice. 1.1. Absolute safety indicators for general aviation flights
Today, GA occupies a leading position in the frequency of aviation accidents. At the end of 2015, accidents involving GA aircraft accounted for 71% of the total number of accidents in Russian civil aviation. In 2014, the same ratio was 60%.
The distribution of the number of aviation accidents with GA aircraft by federal districts of the Russian Federation for the period from 2006 to 2015 is presented in Figure 1.2.
Rice. 1.2. Distribution of the number of aviation accidents with GA aircraft by federal districts of the Russian Federation (2006 - 2015)
The regions of the Russian Federation that are characterized by the greatest risk of aviation accidents with GA aircraft include:
Central Federal District - 41 aviation accidents;
- Southern and North Caucasian Federal Districts - 40 aviation accidents;
- Volga Federal District - 33 aviation accidents.
The listed federal districts are characterized by the highest density of landing sites and the intensity of use of GA aircraft, including for purposes contrary to the legislation of the Russian Federation. In particular, the requirements of the Air Code of the Russian Federation do not allow the operator of GA aircraft to perform aviation work (in the absence of an appropriate certificate) or transport passengers (cargo) for a fee.
At the same time, the development of GA in the eastern part of the country increases the risks of aviation accidents in the regions of Siberia and Far East. For example, in 2015, aviation accidents in the Siberian (4 events) and Far Eastern (3 events) federal districts occurred more often than in the Volga Federal District federal district(2 events). In 2016, three aviation accidents occurred in these regions of Russia:
03/14/2016 accident of a helicopter R-44 RA-05796 of a private owner in the Altai Republic;
- 04/02/2016 helicopter crash EC130B4 RA-07256 Primorskaya Leasing Company LLC (does not have a certificate) in the Vladivostok area;
- 05/03/2016 crash of the Candy RA-2118G helicopter of a private owner in the Kamchatka Territory.
The distribution of aviation accidents with GA aircraft for the period from 2006 to 2015 by flight destination is shown in Figure 1.3.
Rice. 1.3. Distribution of the number of aviation accidents with GA aircraft by destination of the flight (2006 - 2015)
II. CAUSES OF AIRCRAFT ACCIDENTS IN GA
An analysis of the causes of accidents with GA aircraft shows that pilots, to the detriment of personal safety, neglect to comply with flight rules and the basic provisions of air legislation, compliance with operational restrictions, flight rules and maintaining the airworthiness of operating aircraft. For example, for the period from 2006 to 2015, as a result of a flight in a state alcohol intoxication There were 13 aviation accidents, of which 11 ended in disasters with the death of 21 people.
Generalized groups of types of events that caused aviation accidents with GA airplanes and helicopters for the period from 2006 to 2015 are shown in Figures 2.1 and 2.2.
Rice. 2.1. Types of events that determined aviation accidentswith GA aircraft in 2006 - 2015
Rice. 2.2. Types of events that determined aviation accidentswith GA helicopters in 2006 - 2015
Taking into account the statistical information shown in Figures 2.1 and 2.2, the following main groups of causes of aviation accidents with GA aircraft are identified:
Loss of control in flight (LOC-I).
The apparent simplicity of piloting a GA aircraft leads to an overestimation by the pilot of his skills and flight performance characteristics of the aircraft (unacceptable maneuvers in flight at an altitude and speed below the minimum established, with a roll and pitch exceeding the operational limitations of the aircraft), therefore, aviation accidents are typical for GA. associated with loss of control in flight, both when performing simple and complex (aerobatics).
For these reasons, from 2006 to 2015, 52 aviation accidents occurred with GA aircraft, including 37 disasters.
In 2016, this group of reasons, according to preliminary data, included the accident of a helicopter R-66 RA-1981G of a private owner, which occurred on 04/09/2016 in the Moscow region: during landing, the pilot allowed the rotor speed to drop. As a result of an increase in the vertical rate of descent, the helicopter collided with the ground.
Controlled Flight Impact Terrain (CFIT).
The quality of the pre-flight analysis of the meteorological situation depends on how responsibly the pilot of a GA aircraft prepares for the upcoming flight. Excessive self-confidence and neglect to study the weather conditions along the flight route lead to aviation accidents associated with exposure to conditions of limited visibility, for flights for which the pilot is not prepared and not authorized.
For these reasons, from 2006 to 2015, there were 18 aviation accidents with GA helicopters, including 15 disasters.
In 2016, this group of reasons, according to preliminary data, included the crash of the R-66 RA-06233 helicopter of Optkholod LLC (does not have an operator’s certificate), which occurred on April 18, 2016 on Bely Island. The flight was carried out (“Complex Expedition “In the Footsteps of Two Captains”) as part of a group of three R-66 helicopters. According to the pilots of other helicopters, the pilot of the R-66 RA-06233 helicopter reported that when landing on Bely Island he got into difficult weather conditions, after which contact with him disappeared. There was fog in the area of the intended landing site. Helicopter R-66 RA-06233 was found destroyed 800 meters from the weather station named after M.V. Popova. The pilot and two passengers were killed.
Low Altitude Obstacle Collision (LALT).
Flights of GA aircraft are carried out at low altitudes, which, due to insufficient pilot caution or distraction, often ends in collisions with obstacles (power line wires, trees).
Since 2006, for these reasons, there have been 12 aircraft accidents (including 7 disasters) and 12 helicopter accidents (including 6 disasters).
In 2016, this group of reasons, according to preliminary data, included the accident of a helicopter R-66 RA-05796 of a private owner, which occurred on March 14, 2016 in the Altai Republic: the helicopter collided with overhead telephone line wires, after which it landed roughly on the bank of the Katun River and capsized on the side.
Aircraft system failures or engine failures (SCF-NP, SCF-PP).
Most GA aircraft are single-engine airplanes and helicopters, as a result of which engine failure requires an emergency landing on a site selected from the air. Violation of the rules for maintaining airworthiness or flight operation of an engine is the most typical factor leading to engine failure on a GA aircraft.
From 2006 to 2015, 24 aviation accidents occurred due to engine failure in flight with GA airplanes and helicopters, 10 of which ended in disasters.
In 2016, this group of reasons, according to preliminary data, included the crash of an F-28 RA-2348G helicopter of a private owner, which occurred on February 24, 2016 in the Leningrad region: according to the passenger, the engine turned off during flight. The helicopter landed roughly and the pilot was killed.
As follows from the statistical information presented in Figure 2.3, the majority of pilots (61%) who became participants in aviation accidents had initial professional flight education in educational institutions of civil and state aviation, that is, before starting flights on GA aircraft, they had experience in performing independent flights .
Rice. 2.3.Level of training ( educational institution initial training)pilots of GA aircraft with whom aviation accidents occurred(2006 - 2015)
The majority (86%) of aviation accidents occur as a result of errors or violations by pilots of GA aircraft. Moreover, most errors and violations are a consequence of conscious violations or overestimation of one’s skills. Additional confirmation of this is provided by the following statistics presented in Figure 2.4: the largest number of aviation accidents was caused by pilots with a total flight time of more than 1000 hours (86 aviation accidents). At the same time, in 90 aviation accidents, the pilot's flight time on the type of aircraft did not exceed 500 hours.
Rice. 2.4. General information about pilots of GA aircraft with whom aviation accidents occurred (2006 - 2015)
In this regard, it is natural that one of the most common mistakes made by pilots of GA aircraft, leading to aviation accidents, is reducing the flight speed below the permissible one and exceeding the permissible angle of attack, followed by stalling when performing unacceptable maneuvers at low altitude.
III. VIOLATIONS OF AIR SPACE USE
In 2010, the Federal Rules for the Use of the Airspace of the Russian Federation came into force, approved by Decree of the Government of the Russian Federation on March 11, 2010 No. 138, which enshrined notification procedure use of airspace (class G airspace).
Information on the distribution of the number of violations of the rules for using airspace in 2015, in comparison with 2013 and 2014, is given in Table 1.
Table 3.1Violations of the procedure for using airspace
Russian Federation in 2013-2015
| Type of violation of TRP order | Number of violations |
||
|---|---|---|---|
| year 2013 | year 2014 | 2015 | |
| Use of airspace without permission from the relevant EU ATM operational authority | 110 | 92 | 105 |
| Failure to comply with the conditions of the TRS established by the EU ATM operational unit | 8 | 12 | 6 |
| Failure to comply with commands from air traffic services (flight control) and commands from duty aircraft of the Armed Forces of the Russian Federation | - | 1 | - |
| Use of the airspace of a prohibited zone or restricted zone without special permission | 21 | 19 | 20 |
| Landing at an unscheduled (not declared) airfield (site, area) | 2 | 6 | 6 |
| Unauthorized deviation of an aircraft beyond the boundaries of an airway, local air route or route | 3 | 0 | 1 |
| Failure of the aircraft crew to comply with the rules of vertical, longitudinal and lateral separation | 2 | 3 | 0 |
| Failure to comply with crossing rules state border Russian Federation and the procedure for using the airspace of the border strip | 7 | 1 | 4 |
| Failure to comply with established temporary and local regimes, as well as short-term restrictions | 4 | 0 | 3 |
| Flight of a group of aircraft in a quantity exceeding that specified in the application | 0 | 0 | 0 |
| Entry of an aircraft into controlled airspace without permission from an ATS authority | 1 | 2 | 4 |
| Total | 158 | 136 | 149 |
Of the 149 violations of the rules for using airspace recorded in 2015, 124 violations were committed by GA aircraft operators. The most common violations are the use of airspace without permission from the relevant EU ATM operational authority, as well as the use of airspace in a restricted zone or restricted zone without special permission.
In 2015, 20 cases of use of the airspace of a prohibited zone, a restricted zone, without special permission were recorded, of which 9 violations were associated with violations by GA aircraft operators performing flights without communication and notification of ATS authorities.
In 2015, 4 cases of non-compliance with the rules for crossing the state border of the Russian Federation and the procedure for using the airspace of the border strip were recorded, 2 of which were committed by unidentified aircraft, presumably GA.
Flights in class G airspace under visual flight rules do not require permission to use the airspace and mandatory two-way communication with the ATS unit (part “c” of paragraph 10 Federal rules use of the airspace of the Russian Federation). Using this opportunity, GA aircraft pilots often do not take into account that if a pilot, when flying in class G airspace, does not notify of his activities, he cannot be provided with flight information services and emergency alerts (clause 124 of the Federal Rules for the Use of Airspace of the Russian Federation) . In special situations, this can lead to a significant increase in the time it takes to search for a distressed aircraft in order to provide assistance. emergency care to the people on board.
For example, 03/02/2008 at Tyumen region There was a crash of a helicopter R-44 RA-04223, owned by a private individual. The flights were carried out without communication with air traffic control authorities; the exact flight route was not known to anyone. As a result of the accident, the emergency radio beacon “KANNAD-406AF” did not work. The fact of the accident became known only 2 days later. A month after the incident (04/08/2011), the search for the helicopter was stopped, and the people on board (pilot and passenger) were declared missing. The scene of the incident was discovered by chance 5 months later (07/30/2008) by the crew of a Mi-2 helicopter, performing forest protection flights in the area.
On November 18, 2011, in the Tver region there was a crash of an R-44 RA-04348 helicopter belonging to Redkinsky Experimental Plant OJSC (it does not have an operator’s certificate). The helicopter pilot (who died as a result of an accident) was flying in class G airspace and did not report his activities to the ATS authorities. The lack of information about the flight route and landing sites, as well as difficulties in determining the coordinates of the incident site due to the weak signal of the KANNAD-406AF emergency radio beacon transmitter, led to the fact that the search for the helicopter continued until November 26, 2011.
IV. SINGLE COPIES OF AIRCRAFT
A feature of the Russian Federation's GA is the exceptionally large number of aviation accidents involving so-called “single aircraft aircraft” (hereinafter referred to as EEAS). Of the 169 aviation accidents involving GA aircraft, 102 (60%) occurred with EEAS.
The concept of EEAS (“a copy of a general aviation aircraft that does not have and has not had a type certificate, not previously and currently mass-produced, manufactured in the amount of 1-3 copies”) was introduced in 2003 in the Federal Aviation Regulations “Regulations on the Procedure admission to operation of single copies of general aviation aircraft”, approved by Order of the Ministry of Transport of Russia dated April 17, 2003 No. 118). Change in the number of EMUs registered in State Register civil aircraft of the Russian Federation since 2005 is presented in Figure 4.1.
Rice. 4.1. Number of EMUs registered in the State Registercivil aircraft of the Russian Federation
The ambiguity of the provisions of these rules, as well as the cancellation of the accreditation procedure for EEAS certification bodies, led to an actual distortion of the concept of “uniqueness” or “one-of-a-kind” aircraft.
In fact, under such exotic types of aircraft as, for example, "Yasha", "Chizh", "Strela-M", "General" and "GOGA-MOUSE" hide domestic aircraft Yak-18, Yak-52, certified aircraft of foreign produced by Cessna, Piper and others. Often the so-called EEAS are “formed” on the basis of decommissioned or end-of-life aircraft. For example, the Candy RA-2118G helicopter of a private owner, which crashed on May 3, 2016 in Kamchatka, is a mass-produced R-44 type helicopter.
Absence legal grounds to carry out constant monitoring of the activities of UEMS certification centers has led to the fact that, based on the results of investigations of aviation accidents with EEMS, deficiencies in their design and operational documentation that threaten flight safety are identified. For example:
When certifying an EEAS created on the basis of a serial aircraft, previously established flight restrictions are not taken into account or are unjustifiably removed;
- minor modifications made to the standard design of a certified (attested) aircraft are unreasonably used as confirmation of the possibility of classifying the aircraft as an EEAS. The failure safety of EEWS systems is not assessed;
- no additional restrictions are introduced on the operating conditions and use of EEAS created on the basis of previously operated aircraft with unknown operating time and service life or decommissioned after completing their assigned resource and service life; etc.
A detailed analysis of this problem is contained in “Information on shortcomings in the certification of individual aircraft identified during the investigation of aviation accidents for the period from 2006 to 2011” (posted in the AMRIPP of the Federal Air Transport Agency, group “Information and references on BP (thematic)”, ICAO category /CAST "OTHR").
V. UNREGISTERED AIRCRAFT
Despite the simplification of procedures for obtaining the necessary permits to operate flights, a large number of aviation accidents with unregistered aircraft remain in the Russian Federation.
The relevance of this problem is characterized by the following statistics:
In 2015, the Federal Air Transport Agency recorded 17 aviation accidents, including 11 accidents (with the death of 15 people), with aircraft whose owners (operators) did not undergo procedures in violation of the requirements of the Air Code of the Russian Federation state registration aircraft and obtaining the necessary permits to operate flights. The ratio of accidents involving GA registered aircraft to unregistered aircraft is almost 2:1.
- in the USA in 2014 (data for 2015 have not yet been published) there were 14 aviation accidents with unregistered aircraft (including 8 accidents in which 8 people died). Moreover, in total, during 2014, more than 1,200 aviation accidents involving GA aircraft occurred in the United States. The ratio of accidents involving GA registered aircraft to unregistered aircraft is almost 86:1.
Thus, in the Russian Federation, aviation accidents with unregistered aircraft occur much more often than in the United States, where GA is the most developed segment of civil aviation in the world.
Absolute flight safety indicators for the period from 2005 to 2015 with aircraft of this category are shown in Figure 5.1.
Rice. 5.1. Absolute safety indicatorsunregistered aircraft
In 2015, there was a decrease in the number of aviation accidents (including crashes) involving unregistered aircraft. However, given the large number of accidents involving aircraft in this category in 2013 and 2014, the upward trend in the average number of accidents continued.
1.
Violations of separation intervals not related to the actions of personnel of civil aviation organizations of the Russian Federation.
The Federal Air Transport Agency notes an increase in 2016 - 2017 in the number of cases of violation of the rules for the use of airspace by unmanned aerial vehicles (hereinafter referred to as UAVs): in 2016 - 41 cases, in five months of 2017 - 28 cases (for the same period in 2016 - 12).
Some of the incidents that occurred in 2016-2017 posed a threat not only to the safety of manned aircraft, but also to the safety of people on the ground. For example:
On 03/08/2016 and 11/03/2016 at Sheremetyevo airport an unidentified UAV made an unauthorized flight crossing two runways and then overflying industrial buildings airport. On May 19, 2017, at Sheremetyevo Airport, a UAV flight was recorded over the parking area of aircraft No. 84;
On 05/04/2016 in the Yekaterinburg region, while training the air part of the parade in honor of the Victory Day celebration, the crew of the helicopter leading the group discovered a dangerous approach to the right side of the quadcopter, and therefore was forced to perform a collision avoidance maneuver (the UAV flew lower at a distance of about 12 m from the helicopter);
On July 6, 2016, at the State Museum-Reserve "Kulikovo Pole" (Tula Region), a UAV performed an unauthorized flight at low altitude, which threatened the safety of an excursion group of children. The owner of the UAV was detained by the security of the museum-reserve 1 km from the excursion site;
On July 28, 2016, the crew of a Boeing 737 aircraft, while landing, reported observing a BVS at a distance of 3 km from Runway 24 of Vnukovo Airport, which was flying at the level of the descent glide path;
09/02/2016 at Tyumen airport (Roshchino) a quadcopter flight was recorded over runway-12/30, control tower buildings and other airfield facilities;
On November 29, 2016, a quadcopter, performing an unauthorized flight in the security zone of a power line, collided with the wires of a high-voltage power line;
On March 24, 2017, an unauthorized UAV flight was recorded over the Perm Powder Plant at an altitude of 500 m;
On 05/05/2017, an unauthorized flight of a group of UAVs (about 20 quadrocopters) was recorded over the center of Krasnoyarsk at an altitude of 70 m;
On 05/09/2017, a UAV was launched in Khabarovsk, which unauthorizedly approached a group of aircraft performing a demonstration flight as part of ceremonial events dedicated to the celebration of Victory Day.
The greatest threat to flight safety is posed by cases of unauthorized launch of UAVs in the area of the airfield (heliport, landing site). According to available data, the majority of UAVs involved in violations of the rules for the use of airspace can be classified as amateur (with a maximum take-off weight of up to 30 kg), that is, used for private purposes.
Taking into account that amateur UAVs, as a rule, can be within the visual range of the remote pilot and have a flight radius of 200 to 1000 m (with a flight duration of 15 to 25 minutes), we can count on the ability to timely detect and suppress violations of the use of air space. To do this, it will be necessary to analyze the procedures for monitoring the airfield area (video surveillance, patrolling) and operational interaction with departments and organizations responsible for law enforcement and security. According to information received during 2017, in 10 cases the persons launching the UAV were identified and detained.
Violations committed by private individuals can be attributed to the fact that they do not have all the information about the rules for using airspace and the danger factors associated with the launch of UAVs. The appendix to this information contains a summary of the requirements Russian legislation regarding the use of airspace, as well as ICAO recommendations on UAV flight safety.
In order to inform private UAV owners about hazardous factors related to UAV launches, and the prevention of violations, Rosaviation maintains interaction with aircraft modeling clubs, associations and associations whose activities are related to unmanned aircraft systems. One of the largest Russian public organizations in this area is the "Association of Operators and Developers of Unmanned Aircraft Systems". It seems advisable for heads of civil aviation organizations to take into account the wide range of opportunities of this association for propaganda safe operation BVS, including joint work for the purposes of:
- prompt dissemination among airspace users of rules, norms, requirements and recommendations relating to the scope of use of UAVs and improving the legal culture of UAV operators;
- accumulation of operating (use) experience and formation of a statistical database of aviation accidents and incidents with UAVs;
- development and testing of methods for investigating, recording and analyzing the causes of aviation accidents and incidents with UAVs.
1. To the heads (chiefs) of the territorial bodies of the Federal Air Transport Agency:
1.1. Bring this information to civil aviation organizations and general aviation aircraft operators.
1.2. Ensure interaction with the media and associations (associations, clubs), whose activities are related to the use of unmanned aerial systems, in order to provide them with information about those detected in the area of responsibility territorial body violations and promotion of UAV flight safety culture.
2. To the heads of civil aviation organizations and aircraft operators:
2.1. Study this information with specialists from the unit responsible for the operation of the SMS (flight safety inspectors), flight crews, ATS personnel and aviation security service specialists.
2.2. If necessary, make changes to the control procedures for the airfield area and the procedure for operational interaction with departments and organizations responsible for law enforcement and security in order to suppress violations related to the unauthorized launch of UAVs.
Brief information on the requirements of Russian legislation regarding the use of airspace, as well as ICAO recommendations regarding the safety of UAV flights
1. Requirements of Russian air legislation.
This section provides only brief information about the requirements of air legislation regarding the flights of unmanned aircraft (hereinafter referred to as UAVs). For complete information on the rules for the use of airspace, flight rules and training for them, and other flight safety requirements, please refer to the relevant regulatory documents. legal acts Russian Federation.
UAV flights are classified as airspace use activities. Physical or entity planning to launch UAVs, in accordance with paragraph 2 of Article 11 of the Air Code of the Russian Federation, must be granted the right to carry out such activities, as well as know and comply with the rules and procedures established by the air legislation of the Russian Federation in the field of use of airspace.
The procedure for using the airspace of the Russian Federation, including UAVs, has been established Federal rules use of the airspace of the Russian Federation, approved by Decree of the Government of the Russian Federation dated March 11, 2010 No. 138 (hereinafter referred to as FP IVP).
FP IVP for UAV flights establishes a permitting procedure for the use of airspace, regardless of the class of airspace in which the UAV flight is carried out.
The permitting procedure for the use of airspace implies referral to operational authorities (centers) Unified system air traffic organization of the Russian Federation (hereinafter - EU ATM) submitted aircraft flight plan, as well as obtaining permission from the EU ATM center to use the airspace.
The use of UAV airspace is carried out through the establishment of temporary and local regimes, as well as short-term restrictions in the interests of airspace users organizing flights with unmanned aerial vehicles.
The forwarding of the submitted flight plan of the aircraft to the EU ATM centers is carried out by the airspace user in accordance with the Message Sheet on the movement of aircraft in the Russian Federation, approved by Order of the Ministry of Transport of Russia dated January 24, 2013 No. 13 (hereinafter referred to as the Message Sheet). Paragraph 9 of the Report Card provides for the possibility of submitting flight plans to EU ATM centers by telephone (fax).
According to paragraph 49 of the FP IVP, UAV flights over settlements are carried out if airspace users have permission from the relevant authority local government, and in cities federal significance Moscow, St. Petersburg and Sevastopol - permits from the relevant authorities executive power the specified cities.
The following is a summary of the International Civil Aviation Organization (ICAO) standards and recommended practices related to the new challenge of ensuring the safety of UAS operations.
The Global Aviation Safety Plan (ICAO Document No. 10004) notes that UA standards are a work in progress. Currently, ICAO's activities are aimed at developing standards and recommended practices related to airworthiness, flight operations, operator certification, pilot licensing, air traffic management, flight safety, security and environment. The release of regulations for the issuance of certificates is expected in 2018, and the remaining regulations starting in 2020.
On the official ICAO website on the Internet, a special section has been created dedicated to UAVs, in which you should pay attention to the following recommendations on flight safety:
- It is necessary to always keep the UAV within its visual visibility.
- Make sure the UAV launch area is clear for flights.
- Check the serviceability of your UAV before each flight. Plan your flight in advance and learn from others.
- Carefully study the requirements and instructions of the UAV manufacturer.
- You must always keep a long distance (exclude flights) in the areas of airfields, heliports, and landing sites.
- Once you launch the UAV, you become a remote pilot. Therefore, you are responsible for preventing dangerous encounters and ensuring flight safety.
- To carry out commercial transportation or work, special permission from the aviation authorities is required.
- Prohibited:
- carry out flights, including any types of maneuvering, which may create a danger to others;
- fly over people, structures or vehicles;
- approach closer than 50 meters to people, structures or vehicles;
- fly at altitudes above 150 meters above ground level;
- approach flying airplanes and helicopters.